Vehicle



May l1, 1937. E. DE voRE ET AL VEHICLE 2 Sheets-Sheet 2 Filed May l0, 1955 EL/76H L. DE VORE RAYMOND BDEVRE Patented May 11, 1937 UNITED STATES VEHICLE Elmer L. De Vore and Raymond E. De Vore,

Meadville, Pa. i

Application May 10,

11 Claims.

This invention relates to vehicles, and more particularly to the suspension means therefor.

Briefly stated, the invention forming the subject of this application contemplates simple means by which the frame of a vehicle is held on an approximately even keel or in substantially the same horizontal Aplane against such contrary influences as inequalities in the roadbed and uneven load distribution. For example, the invention looks to the provision of simple means by which the shock resulting from an abrupt upward or downward movement of but a single wheel, due, of course, to encountering an inequality in the roadbed, is distributed more or less uniformly throughout the frame of the vehicle, this being in contrast to conventional constructions in which that part of the frame immediately adjacent to the wheel which suffered the shock is subjected to abrupt raising or lowering.

Also, the invention will be found to provide for the mounting of the springs entirely between the ends of the frame allowing the springs to be concealed and entirely enclosed from dust and Water, while at the same time providing for the constant and thorough lubrication of the springs.

Another advantage resides in the mounting of the springs between the ends of the frame which `allows of a substantial increase in the length of the springs soas to provide a smoother spring action and one better able to absorb shocks.

In addition, the mounting of the springs between the ends of the frame avoids or overcomes several restrictions which hamper those seeking 1 to improve the appearance of vehicles.

Since the suspension mechanism herein disclosed provides for the more or less uniform distribution of road shock and of the load, it will be seen that it is not necessary to mount the rear seat of the vehicle forwardly of the rear axle or near the center of the vehicle to obtain riding comfort, but on the contrary the rear seat of the vehicle may be placed directly over the rear axle or in the region thereof With an assurance `l that the occupants of such seat will enjoy substantially the same comfort as those in the front i seat, allowing unlimited freedom in designing the seating arrangement of the vehicle.

Another attribute of the invention resides in the fact that if the vehicle is called upon to bear an uneven distribution of load, the suspension arrangement is Such that the body of the car is nevertheless maintained approximately level or even, regardless of such uneven distri- 1935, serial No. 20,837

bution of load or the linequalities that might be expected in the use of the vehicle.

Another object of the invention is to provide a suspension mechanism which may be incorporated in a motor vehicle without the necessity of elaborate changes in design and Without adding to the cost of the vehicle.

Other objects and advantages will be apparent during the course of the following description.

In the accompanying drawings, forming a part of this application and in which like numerals are employed to designate like parts throughout the same,

Figure 1 is a fragmentary sectional perspective of a motor vehicle chassis embodying the invention,

Figure 2 is a fragmentary plan view `of the structure shown in Figure 1,

Figure 3 is a vertical longitudinal sectional view through the chassis, the parts being shown in relaxed position,

Figure 4 is a similar View with the parts in the position occupied as the result of encountering an inequality in the roadway.

Figure 5 is a vertical transverse sectional view taken on line 5--5` of Figure 3,

Figure 6 is a side elevation disclosing a slight Amodification of the invention.

In the drawings, the numeral Ill designates an automobile frame and the numerals I2 and I4 designate the front and rear axles, respectively, of the vehicle. The front axle I2 has any suitable connection with the front Wheels I6 while, of course, the rear axle I4 is located between and has connection with the rear wheels I8. The invention formingthe subject of this application contemplates the employment of what might be said to Vbe the center springs 20 extending longitudinally at opposite sides of the longitudinal center of the frame I0 and in fact immediately inward of the sides of such frame. The terminal portions ofthe springs 20 have connection with shackles 24, the upper portions of which are pivotally suspended from hangers carried by the frame. The fact that the shackles 24 are pivotally suspended from the frame' allows the springs to shift easily from one extreme position to the other. That is to say, the springs 2G are normally bowed as suggested in Figure 3,

while when placed under an increased load, tend 5 to straighten as suggested in Figure 4, in which event the shackles 24 swing on the pivotal mountings thereof.

However, at this point, it might be explained that the invention is not restricted to use in connection with leaf springs, but various other cushioning devices may be employed. For example, coil springs or pistons operating against a compressible fluid may serve in lieu of the leaf springs disclosed herein.

Referring now to Figure 1, it will be seen that the intermediate portions of the leaf springs 29 have connection with spring hangers 39 in the form of U-bolts which are, in turn, suspended from the projectingportions of the pivot elements 34. The pivot elements 34 extend `through the overlapped inner terminal portions of levers 36 and the connection between the levers 36 and the pivot elements 34 is such that the levers may be rocked due to varying loads and shocks. When the levers 35 are thus rocked Vthe associate'd springs 20 will be brought into play to absorb the shocks.

It is clearly illustrated in Figures 3 and 4, that the outer terminal portions of the levers V-Iare .pivotally suspended .from the frame orpivotally associated with .the .frame through the employ- ,ment nf. shackles '41) which shackles are, in turn, pivotally connected -to the .frame 'by stud ele- ,ments 442,

:From v.the foregoing, vit is believed to .be clear that ilexing o'f the springs Y2D is A'accompanied by Aalimited.longitudinal movement of '.the associated levers, which limited .longitudinal movement of the leversis allowedlby .the;pivotal connection of theselevers'with .the framethrough the employmentor rtheshac'kles 40.

It is further illustrated in Figures 3 and 4, that the intermediate portions of the levers L36 have pivotalconnection withasecond set of levers 44 through the intervention of pivotal elements 46.

4The inner v.terminal Yportions .of the levers 44 are overlapped and pivotally connected, as .indicatedat 50. On-the other hand, the outer termi- .,nal `.portionsof V.the @levers .44 are pivotally Vconnected to the lower arms or .clevises-of cranks `52said connection being lindicated 'by the nu- .meralll.

The cranks 52 are lshown Ito be lrotatably :mounted upon `the 'front and ,rear axles .and .are provided with upperarms or devises-55 Yto .which ilinks 58 are-pivotally.connectedas.indicated zit-S0.

In carrying out the invention, vthelinks `58 Vare extended Llongitudinally beyond !the associated :axles land :have pivotal r-or rocking -connection withxcross .members -64- carried tbythe eterminal or .outerportions iof l.the frame.

The motion transmitting .fparts thus vdescribed A'co-act -with the .spring fto distribute -zthroughout the frame shocks to which particularportionsof Ythe vehicle are subjected.

.#For rexample, -should 'a :particular front `wheel `ofthe carfencounterlan abruptfbumpin theroad, that wheel vwill,of f course, ,be .moved Aupward and rthis exertslaLforwai-"d pull on the associated trearwardlyldirected lever-44. The-pulling force l thus lexerted onthefforwardleverll at one side of the =framewilliexert .a corresponding'pull on the aswsociatedfrearwardly .directedlever 44. .5I-'he force 'thus applied :to rthe associated r.leversili -tends to `bring these levers :vinto fa substantially straight A1ine,"moving the pivot element .5@ fdownward.

This lrocking of theflevers-44 exerts-an upward pulling forceaon'the .levers 35. .This-istrue because or the :connection v't6 between the levers -f4'4and 36. When'the levers 36 are thus'subjected ftoan upward gpullingiorce, theiinner portionsof the levers 3B and more particularlyA the 'pins 34 associated therewith are imoved upward against -theinuence of -thespring 2l)l withtheresult that the shock on one wheel is distributed throughout the length of the vehicle. That is to say, when a particular wheel is caused to rise abruptly the frame l0 is, in turn, brought downward as distinguished from the fact that in vehicles having the conventional spring arrangement, an upward force applied to a particular wheel results in an upward movement of the immediately adjacent part of the frame of the vehicle.

Since an abrupt rise or drop of Na particular wheel v'results in an opposite `movement of the frame, the disturbing force is thus neutralized v1'holding the frame substantially level throughout its entire length.

`It is important to observe that when the front "-wh'eel, for example, or any particular wheel of 'lthevehicle is subjected to a shock and is caused to .either rise -or drop, the lever arrangement having connection with the frame at longitudinall-yspa'ced points will bring about a reaction in the frame, which will tend to -neutralize the shock thus su'iered by aparticular wheel. That is to say, if the'frontof the'frame is pulled dovvnward to o'iset a certain rise in the "front wheel due .to a 'bump in .the road, the rear portion of the frame will partake of a similar movement, holding the frame substantially level throughout lits length. Thus, pitching or teetering of the vehicle body ordinarily due to encountering inequalities in the roadway isefectively avoided.

.Since it is not necessary that the springs 2U extend beyond the axles, the frame of a carmay be materially shortened allowing greater 'freedom in designing the vehicle, so vfar as concerns its appearance.

By using the large-sized Ycenter springswas distinguishedifrom the conventional.four-spring arrangement, Ithe springs .may be made .substantially vlonger than found vin conventional constructions, and the springs may be concealed .and enclosed from dust and water .and constantly lubricated. The suspension of the car on two center springs avoids the need for employing several :shackles and vbushings .heretofore found necessary 'in four spring arrangements, with the oonsequentelimination of 'thenecessity of oiling these gparts.

Incidentally, all parts thatrequire lubrication are highly accessible and, A.of course, any means Apreferred .may be employed 'for lubrication.

'Should it vhappen that the load inthe vehicle is-somewhat unbalancedjbeingmoreon one side of the'longitudinal Vcenter than on theother, the spring and lever arrangement compensates .for this since it equally distributes the load throughout the frame. For example, if the rear corner of the "frame as shown in Figure '1 is depressed, the adjacent cross or equaliz'ing rod V64 will actuate bothassociated links 58 and 'thereby impart similar movements 'to the leverage 'arrangements V'at'bothlsides of the frame. This, "of course, unirormly depresses the entire frame and thus maintains 'the same approximately horizontal andlevel.

Since :road .shocks Aare equally distributed or transmitted to the frame through the length thereof Vit will be seen 'that it is not ynecessary to design the 'body of ythe-'car with the view of placing the .rear Apassenger seat as far forward as possible. With this invention, any seating arrangement, either in the center or at the extreme ends of .the frame `or body will provide practically the same .riding comfort as if the seats were Ypositioned .mid-way between the front and rear .axles .Itis the shock equalizing and compensating arrangement that makes this possible. In the arrangement disclosed, the length of movement of the wheel is greatly reduced before this movement reaches the spring so that thc spring action is materially reduced and this, of course, looks to increased riding comfort.

In the form of invention disclosed in Figure 6, the lever arrangement 8@ and the associated springs 84 are located laterally beyond the sides of the frame 8S as distinguished from the inside arrangement shown in Figures l to inelusive.

The foregoing illustrates that the invention forming the subject of this application is capable ci a variety of mechanical expressions and it is therefore to be understood that the forms of invention herewith shown and described are to be taken merely as preferred examples of the same and that such changes in arrangement and construction of parts may be made as Will remain Within the spirit of the invention and the scope of what is claimed.

Having thus described the invention what is claimed is:-

1. In a vehicle, a frame, Wheels associated with the frame and having axles, springs extending longitudinally along the sides of the frame, means connecting the terminal portions of the springs to the frame for movement of the springs longitudinally with respect to the frame, levers pivotally connected to the intermediate'portions of the spring, shackles pivotally connecting the levers to the frame, a second set of levers pivotally connected at the meeting portions thereof With each other, means pivotally connecting the intermediate portions of the first-named levers to the second-named levers, and cranks connecting the axles to said second-named levers.

2. In a vehicle, a frame, wheels associated with the frame and having axles, springs extending longitudinally along the sides of the frame, means connecting the terminal portions of the springs to the frame for movement of the springs longitudinally with respect to the frame, levers pivotally connected to the intermediate portions of the spring, shackles pivotally connecting the levers to the frame, a second set of levers pivotally connected at the meeting portions thereof with each other, means pivotally connecting the intermediate portions oi the first-named levers to the second-named levers, cranks connecting the axles to said second named levers, and links pivotally connecting the frame to said axles. Y

3. In a vehicle, a frame, Wheels associated with the frame and having axles, cranks rotatably mounted on the axles, levers pivotally connected to said cranks, means pivotally connecting the inner portions of the levers, a second set of levers pivotally connected to the frame, means pivotally connecting the inner portions of the second named levers, springs connected to said means, shackles connecting the ends oi the springs to said frame, and pivot elements connecting the intermediate portions of the firstnamed levers to the intermediate portions of the second-named levers.

4. In a vehicle, a frame, Wheels associated with the frame, axles between the Wheels, cranks rotatably mounted cn the axles, levers pivotally connected to said cranks, means pivotally connecting the inner portions of the levers, a second set of levers pivotally connected to the frame, means pivotally connecting the inner portions of the second named levers, springs connected to said means, shackles connecting the ends of the springs to said frame, pivot elements connecting the intermediate portions of the rst named levers to the intermediate portions of the second named levers, and links pivotally connected to said cranks and said frame at points beyond the axles.

5. In a vehicle, a frame, Wheels associated with the frame, axles between the Wheels, cranks rotatably mounted on the axles, levers pivotally connected to said cranks, means pivotally connecting the inner portions of the levers, a second set of levers pivotally connected to the frame, means pivotally connecting the inner portions of the second named levers, springs connected to said means, shackles connecting the ends of the springs to said fra-me, pivot elements connecting the intermediate portions of the first named levers to the intermediate portions of the second named levers, and links pivotally connected to said cranks and said frame at points beyond the axle, said springs being located substantial distances inward of the ends of the frame.

6. In a vehicle, a frame, wheels associated with said frame and having axles, levers pivotally connected to said axles, means pivotally connecting the inner portions of said levers, a second set of levers pivotally connected to said frame, means pivotally connecting the inner portions of the second named levers, and pivotal elements connecting the intermediate portions of said rst named levers to the intermediate portions of said second named levers.

7. In a vehicle, a frame, wheels associated with said frame and having axles, levers pivotally connected to said axles, means pivotally connecting the inner portions of said levers, a second set of levers pivotally connected to said frame, means pivotally connecting the inner portions of the second named levers, and pivotal elements connecting the intermediate portions of said rst named levers to the intermediate portions of said second named levers, and springs associated with said second named levers and connected to said frame.

8. In a vehicle, a frame, Wheels associated With said frame and having axles, cranks rotatably mounted on. said axles, levers pivotally connected to said cranks,-means pivotally connecting the inner portions of said levers, links pivotally connected to said cranks and to said frame at points beyond said axles, a second set of levers pivotally connected to said frame, means pivotally connecting the inner portions of the second named levers, and pivot elements connecting the intermediate portions of said rst named levers to the intermediate portions of said second named levers.

9, In a vehicle, a frame, axles associated with said frame, levers having means connecting the same to said Wheels, means pivotally connecting the levers, a second set of levers pivotally connected to said frame, means pivotally connecting the second-named levers, and means pivotally joining the levers of the rst-named levers with the individual levers of the second-named levers.

l0. In a vehicle, a frame, spaced axles, a set of levers extending longitudinally of said frame and connected to said axles, means pivotally connecting said levers, a second set of levers pivotally connected to said frame and crossing the individual levers of said first-named set of levers and pivotally joined thereto, means pivotally connecting the individual levers of said secondand Ypivotally joined thereto, -rneans pivotally connecting athe individual levers of said secondnamed set of levers, and springs associated with one of said sets of levers and connected to the means pivotally connecting the individual levers of that set of levers.

ELMER L. DE VORE. RAYMOND E. DE VORE. 

